Narrative:

This is written as a result of a situation that took place on mar/xx/92 as my students and I were returning to gyr on an IFR training mission. We crossed the bxk VOR at 6000 ft MSL in an small aircraft west, inbound to gyr on an IFR flight plan. ZAB handed us off to luke approach. Luke gave us a heading of 110 degrees and a descent to 5000 ft. At a point approximately 5 NM south of luke auxiliary 6 we were given another descent to 3000 ft MSL and a heading of 100 degrees and told 'cleared visual approach, contact gyr tower 120.1.' at the time of frequency change we heard gyr tower call out to a departing small aircraft aircraft X '1 small aircraft Y in right downwind traffic and a second small aircraft inbound from the west.' assuming that luke had informed gyr tower we were inbound, we located the small aircraft at 12 O'clock to 11 O'clock on the downwind. The departure small aircraft called traffic in sight, small aircraft Y. At this point, we were entering the right downwind traffic without the small aircraft Y or the (unknown to us) third small aircraft Z in sight. At this point at our 3 O'clock position, we saw an small aircraft Z at less than 100 yards away and closing. We banked sharply to the left and climbed approximately 300 ft to clear pattern altitude. At this point gyr tower requested we squawk 1200 and return to luke auxiliary 6 to re-enter the pattern. As requested, we continued our left turn then descended to 2000 ft MSL. After re-entering, we landed and were thanked by gyr tower for the help. Luke approach had never contacted gyr tower and we were still on an IFR flight plan, under IFR radar control. This situation could cause a midair collision. On mar/xx/92 this was narrowly avoided (with less than a 50 yard separation) but with faster aircraft or non observant crews a midair collision would have happened. The potential for a midair would be greatly increased if the arriving aircraft was unfamiliar with gyr and not aware of the numbers of aircraft that might be in the pattern. I recommend the following be done as a result of this: 1) communicate with luke approach and find out why they did not notify gyr tower by landline before turning us over to tower. Luke violated the far for air traffic controllers and aim section 4, paragraph 5-58 by failing to coordinate our handoff to gyr. 2) have a written policy if we are to cancel IFR before entering the gyr air traffic area.

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Original NASA ASRS Text

Title: NMAC.

Narrative: THIS IS WRITTEN AS A RESULT OF A SITUATION THAT TOOK PLACE ON MAR/XX/92 AS MY STUDENTS AND I WERE RETURNING TO GYR ON AN IFR TRAINING MISSION. WE CROSSED THE BXK VOR AT 6000 FT MSL IN AN SMA W, INBOUND TO GYR ON AN IFR FLT PLAN. ZAB HANDED US OFF TO LUKE APCH. LUKE GAVE US A HDG OF 110 DEGS AND A DSCNT TO 5000 FT. AT A POINT APPROX 5 NM S OF LUKE AUX 6 WE WERE GIVEN ANOTHER DSCNT TO 3000 FT MSL AND A HDG OF 100 DEGS AND TOLD 'CLRED VISUAL APCH, CONTACT GYR TWR 120.1.' AT THE TIME OF FREQ CHANGE WE HEARD GYR TWR CALL OUT TO A DEPARTING SMA ACFT X '1 SMA Y IN R DOWNWIND TFC AND A SECOND SMA INBOUND FROM THE W.' ASSUMING THAT LUKE HAD INFORMED GYR TWR WE WERE INBOUND, WE LOCATED THE SMA AT 12 O'CLOCK TO 11 O'CLOCK ON THE DOWNWIND. THE DEP SMA CALLED TFC IN SIGHT, SMA Y. AT THIS POINT, WE WERE ENTERING THE R DOWNWIND TFC WITHOUT THE SMA Y OR THE (UNKNOWN TO US) THIRD SMA Z IN SIGHT. AT THIS POINT AT OUR 3 O'CLOCK POS, WE SAW AN SMA Z AT LESS THAN 100 YARDS AWAY AND CLOSING. WE BANKED SHARPLY TO THE L AND CLBED APPROX 300 FT TO CLR PATTERN ALT. AT THIS POINT GYR TWR REQUESTED WE SQUAWK 1200 AND RETURN TO LUKE AUX 6 TO RE-ENTER THE PATTERN. AS REQUESTED, WE CONTINUED OUR L TURN THEN DSNDED TO 2000 FT MSL. AFTER RE-ENTERING, WE LANDED AND WERE THANKED BY GYR TWR FOR THE HELP. LUKE APCH HAD NEVER CONTACTED GYR TWR AND WE WERE STILL ON AN IFR FLT PLAN, UNDER IFR RADAR CTL. THIS SITUATION COULD CAUSE A MIDAIR COLLISION. ON MAR/XX/92 THIS WAS NARROWLY AVOIDED (WITH LESS THAN A 50 YARD SEPARATION) BUT WITH FASTER ACFT OR NON OBSERVANT CREWS A MIDAIR COLLISION WOULD HAVE HAPPENED. THE POTENTIAL FOR A MIDAIR WOULD BE GREATLY INCREASED IF THE ARRIVING ACFT WAS UNFAMILIAR WITH GYR AND NOT AWARE OF THE NUMBERS OF ACFT THAT MIGHT BE IN THE PATTERN. I RECOMMEND THE FOLLOWING BE DONE AS A RESULT OF THIS: 1) COMMUNICATE WITH LUKE APCH AND FIND OUT WHY THEY DID NOT NOTIFY GYR TWR BY LANDLINE BEFORE TURNING US OVER TO TWR. LUKE VIOLATED THE FAR FOR AIR TFC CTLRS AND AIM SECTION 4, PARAGRAPH 5-58 BY FAILING TO COORDINATE OUR HDOF TO GYR. 2) HAVE A WRITTEN POLICY IF WE ARE TO CANCEL IFR BEFORE ENTERING THE GYR ATA.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.